Electric train-lighting system.



PATENTED NOV. 26, 1907.

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LPPLIOATIOI FILED [A]. 12. 1007. v

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k? Low iimiiim 30 me u fox 7 atbtml UNITED STATES PATENT OFFICE.

WALTER SCRIBNEB, OF COLUMBUS, OHIO.

ELECTRIC TBAIN-HGHTING SYSM Specification of Letters Patent. Application filed January 12.1907. Serial No. 351.924.

Patented Nov. 20, 1907.

To all whom it may concern Be it known that 1,,WALTEB.

Sommvnn,

citizen of the United States, residingat Columbus, in the county of "Franklin and State of Ohio, have invented certain new and useful Improvements in Electric Train- Lighting Systems, of which-the following is a specification.

My vention relates to an electric train lighting system and has for its object the provision of means for lighting a train from a' dynamo carried upon said train and also the provision of means for lighting the lam upon any of the cars independently of t e dynamo if an of said cars should be'disconnected from the train or if the dynamo should be stopped or any reason.-

A further object of the invention is the provision of means for charging storage batteries from the dynamo while the dynamo is being used for supplying a constant voltage to the lamps. I

A further object of the invention is the rovision of a plurality of sets of storage atteries carried by the separate cars of a train, together with means for charging said batteries in series and for teries in parallel on tothe lamp circuits when the dynamo normally used for lighting the lamps, is not runnnig. I I

A further object o the invention is the provision of means forsupplying an electric current of constant potential to lamps, fans or other apparatus requiring constant voltage and at the same time to su ply a current of electricity of higher potential than that required for the lamps, fans and other apparatus, for the p ose of char the batteries and to accomplish this res t without the insertion of resistance, buckers etc, to reduce the voltage on the lamp circuits, the insertion of theseelements resulting in a constant loss of power.

' A further object of the invention is to vide a train lighting system that will be exible as regards the consumption of prime motive power, that is, a system wherein the engine will be of such maximum capacitly as is required to supply electricity to all amps, fans or other electrical apparatus on the train requiring a current of constant potential and a minimum supply of current for charging the stor batteries, together with means whereby t e electrical energy generated will fluctuate automatically from the lamps to the batteries or vice-verse as the case'may be said batas. for instance, when all of the lam 5, fans, etc.,'are turned on requiring their in] power,

the battery charging current will be at a minimum oint and as the lamps, fans etc.,

are turne off, the current previously consumed by them will be given to the batteries as an increased charging current, thereby maintaininga constant consum tive load on the engine, b virtue whereof t e power required woul not exceed at any time the maximum capacity of said engine. It is not necessary to install an e 'ne. of sufficient capacity to supply electricity for all of the electrical apparatus and at the'same time supply electricity to charge the batteries at then maximum char rate, for all of the lamps are not as a ru e urning 'at the same time and by providing means for directing the current previously'used by any lamp that 1 is cut out, on to the charging line of the batteries, sufficient current will thus be directed cuits when they are charged and for automatically connecting said atteries to 'the lamp circuits when the dynamo stops,

said automatic mechanism being arranged to connect all of the cells of the batteries inseries with the dynamo when said dynamo is running andbeing adapted to connect-each set of batteries with the lamp circuit, in parallel, when the d amo is not his charging of the atteries in series particularl desirable, for when a plurahty of, sets of atteries are charged in parallel, the

' set or sets having the lowest voltage, consume the greatest amount of current and may require longer continued charging to bring them up to e ual voltage with the other sets and if some 0 the batteries are in bad condition, it ma prevent the other sets from becoming f y charged in a given lengthof time. When, however, the batteries are charged in series, the particular condition of any cell does not afiectthe charging of the ofspaceisan' remaining cells, but all cells will receive the same current strength charge, thereby bring ing all perfect cells up to full charge and at f he same time all defective cells up with them according to their respective condition.

Further objects and advantages of the invention will be set forth in thedetailed description which now follows:-

Figure l is a diagran'nnatic view illustrating a train lighting system constructed and arranged in accordanm with the invention, and, Fig. 2 is a diagrammatic view illustrating the parts that are located in the baggage car of the train.

The drawing has been divided into four sections, each of said sections representing one of the cars of a train and the first of said sections representing the baggage car. Located in the baggage car is an engine 5, which may be a rotary engine and is adapted to receive steam from the boiler of a locomotive, not shown, through a pipe 6. The shaft 7 of the engine 5 is directly connected at one end to a compound wound constant potential dynamo 8, which will hereinafter be termed the lamp lighting dynamo. A shunt wound variable potential dynamo 10 is directly connected to the opposite end of the shaft 7. Train line receptacles 11 are adapted to receive plugs 12 which serve to connect the ends of and make a continuous line of main circuit wires 13, 14 and 15. A jumper plug 16 connects the end of the main circuit wire 15 with the main circuit wire 14 at the end of the last car. A conductor 17 leads from one of the posts of the rheostat 9 to the shunt winding of the com ound wound dynamo 8 and through said s unt winding through a conductor 18 to the negative brush of said dynamo. A conductor 19 leads from the other post of said'rheostat to the positive brush of said dynamo. A conductor 20 leads from the positive brush of the dynamo 8 through the other field winding of said dynamo to a conductor 21. This conductor is wound about a solenoidmagnet 22 and is then continued as at 23 through a switch 24 to the main line wire 13. This circuit is completed through the lamp and the common return wire 14 and a conductor 25 to the conductor 18 and thence to the negative' brush of the compound wound dynamo. Each of the cars carries a set of storage batteries 26, 27, 28 and 29. The main line wire 15 is connected to the positive brush ofthe battery charging dynamo 10 and passes thence around the solenoid magnet 22 as at 15, thence through a reverse current-circuit breaker 30 to and around a switch magnet 31, through the contact points32 when said contacts are connected as hereinafter described, through one of the train line plugs between thebaggage car and car .No. 2, to, and around a second switch magnet 33; from said magnet 33' to and through the contact points 34 when said contacts are connected. The conductor 15 then passes through one of the train line plugs 12between car No. 2 and car No. 3 to and around a switch magnet 35. The circuit is completed through contact points 36 when said contact points are connected, the conductor 15 being continued from one of said contact points to and through one of the train line plugs 12 between car No. 3 and car No. 4, thence to a switch magnet 37, the circuit being completed through terminals 38 when said terminals are connected. The jumper. plug 16 serves to connect the end of the main line wire 15 to the common return wire 14 at the rear end of the train. A conductor 39 leads from the conductor 25 to a conductor 43 which is in turn connected to the negative brush of dynamo 10. An automatic current regulating rheostat is indicated at 40. The

movable arm 41 of this rheostat is connected shunt field Winding of dynamo 10 to wire 43 onto negative brush of said dynamo. The switch magnets 31, 33, 35 and 37 are bridged across the contact points 32 by conductors 44, 45, 46 and 47. Contact points 48 are connected by conductors 49 with the main line wires 13 and 14, the lamps or other electrical apparatus such as fans being'connected in parallel across these main line wires. Movable armatures 50 of the switch magnets carry contact members 51 and 52, the contact members 51 being adapted to establish communication between the contact points 32, 34, 36 and 38 and the contact point 52 being adapted to establish communication between the contact points 48. Springs 53 normally tend to draw the armature 50 down into such position as to establish communication between the contact points 48 and the tension of these springs may be adjusted by thumb nuts 54 of the usual and well known construction. solenoid magnet 22 is connected by a cable 56 with a weight 57, said weight passing over a pulley 58.

The operation of the device is as follows When the dynamos are not running, the ar matures 50 are held in a downward position by the springs 53 at which time the terminal wires 65 and 66 of the batteries are connected through the contacts 48 with the conductors 49 and the batteries are consequently discharging in parallel-on to the main line wires 13 and 14. Switches 67 provide means for cutting oll the current to the lamps in any car when desired. After the train has been made up and the cars are coupled together, the train line connecting plugs 12 are'plugged into the train line receptacles 11, thereby connecting the main line wires 13, 14 and 15 throughout the train. When it is desired to start the dynamos, the engine 5 is given The core 55 of thesteam andbrought up to its maximum speed The lamp lighting dynamo 8 is brought u to a voltage correspon to that of the Eatteries and is then cut in on the .main lamp circuit sires 13. and 14 by means of the switch 24. Since the conductors 21 and 23 .are coiled about the solenoid magnet 22, it follows that said magnet .will 'be energized in direct proportion to the strength of the current generated by dynamo 8, and the number of windings about said magnet. This dynamo being compound. wound, maintains a constant potential voltage on the lamp circuit regardless of the number of lamps being used. After this dynamo has been out in on the lamp circuit when first started, it is then working in parallel in ith the various sets of batteries; charging dynamo 10 is then allowed to build up in voltage to a point corresponding to the voltage adjustment of all of the automatic battery charging switches added together, that is, if the battery sets require for charging a voltage of to each set, the springs 53 are so adjusted that when the shunt wind.- ingsof the automatic switch magnets 31, 33, 35 and 37 receive a current of fifty volts each, the magnets being in series will lift the armatures 50 to their upward position, thereby disconnecting the batteries from the lamp circuit and connecting them in series to the main line wire or battery charging wire 15;

As has been hereinbcfore described, the shunt windings of the automatic switch magnets 31, 33, and 3 7 are connected -across the two u per contacts of said magnets by the con uctors 44, 45 46 and-47', hence when the armatures 50 in their downward position, the battery charging line wire 15 is closed-through these shunt wind ings, then as the battery charging dynamo 10 builds up in voltage, there is only sufficient current passing through .wire 15 to energize these magnets. When the dynamo 10 builds up to the voltage adjustment of all of the springs 53, combined that is, fifty volts for each sprin the magnets 31, 33. 35 and 37 will be su ciently energized to lift all of the armatures 50, at which time said magnets will be strengthened by the battery char 'ng current passing around the series win mg, thereby securing firmer contact between the upper contact points of the armatures and points 32, 34, 36 and 38. When tl'iese armatures are lifted to their upper position, thebatteries are being char ed, the current passing from the positive side of the battery charging dynamo 10 to and around the solenoid magnet 22, thence through the reverse current circuit breaker 30 to and around the series windin s of the switch magnets, thence through t e-left hand contact point 32 of the baggage car. to the left hand contact points 51 and 52, thence to and through the batteries 26, then through the J mp r 39 and cond The batteryon the char weight negative side of the dynamo 10 through.

16, line 14, conductors 25 and uctor 43.

The batterycharging current from the d namo 10 is automaticall controlled by t e solenoid magnet 22, sald solenoid magnet and the parts connected'thereto forming an automatic charging current regulator. When there is no current passing around the solenoid magnet windings the weight 57 holds the'rheostat arm 41 back to the position illustrated in the drawing, thereby cutt' out all of the resistance of the rheostat 40 in the field of the dynamo 10. This arm 41 maintains this position until said dynamo builds up to a voltage sufficient to lift the automatic switch armatures to their upper position, at which time the batteries are cut in line wire 151 A char ing current passing around the coil of the so enoid magnet now energizes this m st and pulls the core 55 thereof down to t e oint where the weight 57 balances the dpull 0 said magnet. "As the core 55 is pulle down, the rheostat arm is moved forward by virtue of the rotation im arted to the disk 58 by the cable 56 as will e readily understood. This movement of the arm continues until it reaches a point on the field rheostat when there will be just enough current pass around the field of the dynamo 10 to cause said dynamo to generate a current which corresponds to the ampere load ad' the weight 57. I It is apparent t at any desired weight may be applied at this point. The current thus generated will just balance the weight 57. when there are no amps burnand when no. current is being supplied to the lamp circuit by the lamp lighting dy namo 8.

As an illustration of the system, it will be assumed t at it is. desired to ch e the batteries at 40 am eres. With no loa on the lamp li hting ynamo, the 57 is so adjuste that forty amperes passing around the coil 15 of the solenoid. magnet will pull the rheostat arm to a point wherethere will be just enough current pass 0 )eration of this.

around the fields of the dynamo 10 to cause said dynamo to generate a current'of forty am eres only, at which point it will stay until amps, fans or other electrical apparatus are turned on on the lamp circuit. As has been hereinbefore set forth, the positive wire of the lamp lighting dynamo 8 passes around the solenoid magnet. The increased current flow around this magnet when these additional lamps are turned on, increases the strength of said magnet and draws the core 55 farther down in direct proportion to the ustment of amount of current being used on the lamp circuit. This moves the rheostat arm 41 further to the right and cuts in more resistance in the field of the battery charging dy- S' namo 10. This reduces the amount of ourings of which are so proportioned that when the full am(pere load of dynamo 8 is passing around sai magnet, it will strengthen the magnet to such a degree that it will ull the rheostat arm to a oint where the attery charging current w1ll be reduced to a minimum andvice versa, that is, as the load on the lamp lighting circuit is reduced, the solenoid magnet is weakened allowing the weight 57 to pull the rheostat arm back to' Ward the left in direct groportion to the reduction in Watts on the amp circuit thereby increasing the battery charging current in like proportion. This reverse action continues until when there is no current being consumed on the lamp circuit, the battery charging current reaches the maximum point at which the regulator is set, at which point it will stay unti the dynamos are shut down, or the lamps are agam turned on.

From the foregoin description, it will be,

seen that by virtue o the construction herein shown and described, I am enabled to light a train of cars en route by electricity generated from dynamos and storage batteries to drive the dynamos by a steam engine, to supply the lamps,fans and other apparatus with a constant potential current and atthe same time supply a current of higher potential than that required for the lamps and other apparatus, for thepurpo'se of char ing the storage batteries. I am also enable "to charge the storage batteries in series independently of the lamp circuit and i to discharge the batteries in parallel on to said lamp circuit when desired. Means have also been provided for automatically switchin the batteries from series charging to paralle discharging and vice versa, and to automatically shift the load from one dynamo to the other as the required current in the lamp circuit varies, thereby keeping within the maximum horse power capacity of the engine.

This system also provides means whereby .two voltages may be had on three main train line wires, without the use of a resistance of some kind being inserted in the lamp circuit, it being readily understood that theuse of a resistance element in said circuit, results in a constant loss'of power.

.This system is an economical one and one that will require little, if any, attention after be n started.

WIiile the elements shown and described are. well adapted to serve the purposes for which they are intended, it is to be understood that the invention is not limited to the precise construction set forth, but includes vwithin its purviewsuch changes as may be made within the scope of the appended claims.

What I claim, is: 1. In a train lighting system, the combination with a plurality of cars, of a set of storage batteries carried upon each of said through the cars, a battery charging dynamo, and automatic switches adapted to connect the storage batteries of each car inparallel on to the main lamp circuit of said cars and also adapted to automatically and simultaneously connect the said battery charging dynamo in series with the storage batteries and disconnect said batteries from the lamp circuit. I

2. In a trainlighting system, the combination with a mam lamp circuit,of a compound Wound lamp lighting dynamo, a shunt wound battery charging dynamo, a plurality of sets of storage batteries, a plurality of automatic switches adapted to connect said storage batteries in series with the battery .cars; a main lamp circuit which extends chargin dynamo or to connect said batteries in paral el on to the lamp circuit.

3. In a train lighting system, the 'combi-' nation with a mam lamp circuit, of a compound wound lamp lighting dynamo, a-shunt wound battery charging dynamo, a plurality of sets of storage batteries, a plurality of automatic switches adapted to connect said storage-batteries in series with the battery chargin dynamo or to connect said batteries in paralIel on to the lamp circuit, and an automatic current controlling device located in the fieldcircuit of the battery charging dynamo and adapted to be actuated by varia tions of current in the lamp circuit.

4. In a train lighting system, the combination with a main lamp circuit, of a compound wound lamp lightin dynamo, a shunt wound battetiy charging ynamo,means for driving said ynamos, a plurality of sets of storage batteries, automatic switches comprising movable contact points, mechanical means for holding said contact points in suchposition as to connect each of said sets of batteries in parallel to the lamp circuit, and electrical means adapted to automatically connect all of said sets of storage batteries in se ries with the battery charging dynamo.

5. In a train lighting system, the combination with a plurality of cars, of a main tends through all of said cars, a constant potential lamp lighting dynamo, a variable potential battery charging dynamo, and an automatic current re lator which controls the strength of the fie d of the batte charging dynamo, said current regulator eing provided with a plurality of windings, one of said. windings being in circuit with the constant potential dynamo and the other of said wind-i in being in circuit with the variable potenti dynamo whereby said current regulator will be controlled both by variations of cur- 15 rent in the lamp circuit and by variations of current in the batteryicharging circuit.

In testimony whereof I aflix my signature in presence of two witnesses.

WALTER SCRIBNER.

Witnesses: I

FRANK G. CAMPBELL, v A. L. PHELPS. 

